Torsion-rod eos



A MONSEN.

-IOFKSION ROD FOR MOTOR VEHICLES.

APPLICATION FILED MAR-l8, 1.9!8.

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A- MONSEN.

TORSION ROD FOR MOTOR VEHICLES, APPLICATIQN FILED MAR. 18. 19 1s.

307,1 3'7. Patented J una 17, 1919.

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AnoLrH vionsnn, or onroneo, ILLINOIS, ASSIGNORaOF ONE-HALF T0 NEWTON VAN znnn'r, or noenivsronr, INDIANA.

TonsIoN-Ron non MOTOR-VEHICLES.

Patented June 17, rare.

Application filed March 18, 1918. Serial No. 223,016.

T 0 all whom it may concern Be it known that I, ADOLPH MONSEN, a citizen of the United States, residing at Chicago, in the countyof Cook and State'of Illinois, have invented certain'new and useful Improvements in Torsion-Rods for Motor-Vehicles, ofwhich the following is a specification. I

My invention relates to so-called torsion rods for motor vehicles.

One of the objects of my invention is to provide means to resist thetorsional effect of the gear casing of an automobile.

Another object of my invention is to provide a rod connected to said gear casing and to the frame or chassis of the vehicle to effectively resist any and all torsional strain tending to impart rotary motion to the casing surrounding the differential gearing mechanism and so connected and arranged that it will not bind or cramp under any distortion or twisting of the frame.

Other and further objects of my invention will become readily apparent from a consideration of the following description when taken in conjunction with the accompanying drawings, which form a part hereof, wherein Figure 1 is a plan view of a chassis showing the rod applied thereto.

Fig. 2 is a longitudinal section taken on line 22 of Fig. 1.

Fig. 3 is an end view of the front hanger for the rod.

Fig. 4 is a plan view of the hanger.

Fig. 5 is a section on line 5-5 of Fig. 3.

In all the views the same reference characters are employed to indicate similar parts.

In automobile construction, there is a differential gear train near the rear end of the chassis, connected to the split line axle that extends transversely of the frame, the members of which are connected "to the respective ground wheels of the running gear. A casing usually surrounds the train of gearing and the active axles of the structure on either side thereof. In the operation of the vehicle there is considerable torque effort imparted to the differential gear and axle casing, tending to rotate it in one direction when the car is being started and tending to rotate it in the opposite direction when the vehicle is being stopped.

attached, irrespective of the extent to which the chassis may be twisted or distorted and will resist any torsional strain received by the gear casing from the rotary parts therein.

In the accompanying drawings I have shown a typical chassis 10 having side frame members 11 and 12, joined by cross-sills 13, 1e and 15, a gear casing 16 having laterally extending hollow arms 17 and 18 is located near the rear end of the chassis. The casing contains the line axles that are connected respectively to the road wheels 19 and 20.

An engine 21 is mounted on the front end of the chassis and the shaft 22 connects the engine to the gear casing.

The torsion resisting rod 25 is bifurcated at its front end, as at 26, into two rearwardly extending spaced apart, diverging members 27 and 28. These members are separated for greater convenience of connection to the top and bottom part of the casing and to afford greater strength to the rod in a vertical plane, in which plane the greatest stress is applied to the rod.

The rear ends of the rod are pivotally connected to the casing, as at 29 and 30, so that the front end of the rod may be moved laterally in either direction with respect to the casing.

The rod terminates near its front end in a single member 31 which bears a threaded tenon 32 and a shoulder 33 in the rear of the tenon.

In the cross sill 13, near the front end of the rod 25, a hanger 34 is fixed, as by rivets 35. To the bracket member 36 is hinged or pivoted a pendant hanger 37, on the bolt 38, which is held in place by the castellated nut 39.

A ball and socket or universal connection is made between the end 31 of the rod, and the free end of the hanger 37 In the draw- Theinner member 40 0f -the Hal-l bearing fits on the tenon end 32 of the rod andis held thereon by the castellated nut 41.

The other member 42 o'f th'e" bearingus secured in the lower end of the hanger 37', by the nut 43; When this nut is "removed the ball bearing may be taken out, first having, of course, removed the nut 41.

A clip; 451 anda screw 45 prevents retractionof the nut 43 while they. are in P c -P A felt washer 46 surrounds theshoulder 33 of the rod and prevents entrance of dirt and grit into the housing containing the ball; bearing;

While I- haveherein disclosed a single embodiment of my -invention, it is manifest that changes in the configuration and arrangement of the partsmay be made within the spirit of the invention and the scope of the appended claim. l p

Having described my iIi'v'efitionfwhat-I claini is-'.

In combination with the frame of an automobil'ejadifferential gear casing; a torsion rod connected thereto at one end and extending forwardly of the frame-'5 a bracket fixed -to a cross sill of said frame; a hanger pivoted to the bracket having an opening in its free end; a ball bearing comprising two concentric rings and; balls therebetween, in said opening, one 5 ring member? whereof is secured to the end of-said; rod and the other" member secured in said opening, and a-cap; to close theouter end of the opening in thebraclre't.- v a In testimony whereof I hereunto set my hand. A.

ADOLPH MONSEN.

Copies of thiswpatent mayibe obtained'foi" five cents each, bj i addressingl'tlie *C cirhinissi oner' of Patents,

Washington, 11.03 

